Deicer unloading valve



aws m 194% s. K. LEHMAN ET AL.

DE I GER UNLOADING VALVE Filed Aug. '11, 194 5 s Sheets-Sheet 1 IINVENTORS fianzaellflaelwwz Myrclz ijzzyloit HTTOR/V s. K. LEHMAN ETALDE-ICER UNLOADING VALVE Filed Aug. 11, 1943 s Sheets-Sheet 2 Afr/awn gs.K. LEHMAN ETAL DE-ICER UNLOADING VALVE s Sheets-Sheet :5

Filed Aug. 11 1943' INVENTORS Aw h AT TORNEY Patented Aug. 6, 1946DEICER UNLOADING VALVE Samuel K. Lehman, Brooklyn, N. Y., and Myron L.Taylor, Ridgewood, N. .L, assignors to Bendix Aviation Corporation,Teterboro, N. J., a corporation of Delaware Application August 11, 1943,Serial No. 498,249

Our present invention relates to pressure medium controls, valves andsystems and more particularly to valve structures and systems for use inaircraft de-icer controls.

In aircraft de-icer systems, several arrangements of distributing valvesand air pressure utilization for flexible boot members have been shownand described in the prior art. Many of these systems have utilizedlarge amounts of complicated air conduit supplied with air from acentral motor-driven distributor valve for the distribution of air underpressure to the boot elements so as to break up and eliminate iceforming over the leading edges of wings and tail surup in the conduittends to create a back pressure which places an unnecessary andundesirable load on the pressur pumps and the aircraft motor.

Therefore, in order to eliminate such back pressure, it is an object ofour invention to provide a simplified and improved de-icer airdistribution system comprising a single pressure conduit and means forunloading the pressure from this conduit when the de-icer is not in use.

Another object of our invention is to provide a simple and efficientunloading system for such a single pressure conduit operated de-icersystern.

Another object of our invention is to provide a novel unloading valvefor a pressure conduit having means operated by the pressure within theconduit for holding the unloading valve closed.

Another object of our invention is to provide simple control means forreleasing the aforesaid holding pressure so that said unloading valvemay be opened under the biasing force of the pressure within the saidpressure conduit.

Another object of our invention is to provide a novel control valve fora pressure conduit having means operated by the pressure within theconduit for closing the valve against the biasing force of suchpressure.

A further object of our invention is to provide a compact unloadingvalve small in size and'of such simplicity in construction as to adaptit for manufacture and installation at low cost.

'7 Claims. (Cl. 244-134) 2 Other objects and advantages of thisinvention are set forth in the following description, taken with theaccompanying drawings and the novel 7 features thereof are pointed outin the appended claims. The disclosure, however, is illustrative onlyand changes may be made in detail, especially in matters of shape, sizeand arrangement of parts within the principle of the invention to thefull extent indicated by the meanings of the terms in which the appendedclaims are expressed. y Y

In the accompanying drawings which form a part of this specificationlike characters of reference indicate like parts in the several viewswherein:

Figure 1 is a diagrammatic top plan view of an aircraft with certainportions broken away so as to better show our novel'unloading system fora pressure operated de-icer and illustrating an application of ournovelcontrol valve.

' Figure 2 is an enlarged fragmentary cross sectional view of Figure 1taken along the lines 22 and looking in the direction of the arrows:

Figure 3 is an end view of my control valve with certain parts brokenaway.

Figure 4 is a perspective viewof Figure 3'.-

Figure 5 is a longitudinal sectional view of Figure 3 taken along thelines 55 looking in' the direction of th arrows and showing the controlvalve in a closed'position.

Figure 6 is a longitudinalsectional view similar to Figure 5'showing thecontrol valve in an open position.

Figure 7 is a fragmentary view taken along the lines l-l of Figure 5,and looking in the directionof the arrows. I

Figure 8 is a fragmentarycross-sectional view taken along the lines8-8of Figure 5 and looking in the direction of the arrows. 7

Referring first to Figure 1, the invention is illustrated as applied toan airplane comprising 'a fuselage I and having wings 2 and verticaland.

horizontal stabilizers 3 aud t, respectively.

A plurality of inflatable units are mounted at the leading edge of theforward wings 2. These inflatable units are indicated on the port wingby the numerals 5, 6, '1 and 8, while .on the starboard wingcorrespondingv inflatable units are indicated by numerals 5A, 6A, IA and8A. Inflatable units are further provided at the leading edge of thehorizontal stabilizers indicated at the portside by the numeral 9 and atthe starboard side by the numeral Ill. A further inflatable unit H isprovided at the leading edge of the vertical stabilizer as shown inFigure 1;

The said inflatable units are constructed of elastic rubber-likematerial suitably reinforced and secured upon the wing or other airfoiland each unit comprises one or more inflatable tubes. In the illustratedembodiment each unit comprises three tubes for inflation, indicated inFigure 2 by the numerals [2, I3, and I4. The tubes 12 and 14 arearranged ior inflation and deflation together while the tube I3 isseparately inflatable from the tubes l2 and I4 as will be explained.

Extending spanwise of the wing 2 are main air pressure and suctionconduits indicated by numerals l5 and IB, respectively. The air pressureconduit [5 is connected. by conduits H, [8, l9, and to suitable airpressure pumps 21, 22, 23, and 24 driven by the airplane motors 25, 26,21, and 28, respectively. The suction conduit I6 is connected by aconduit 29 to a suction inlet conduit 30 driven by the motor 21.

There are further provided separate distributor valve units 3| forcontrolling the inflation and deflation of the aforesaid inflatableunits, through conduits 32 and 32A. The exhaust pressure from theinflatable tubes l2, [-3, .and 1-4 is conducted outward through anexhaust or overboard conduit 323 during deflation of the tubes. The saiddistributor valve units 3! are connected directly into the main pressureand suction conduits l5 and I6, respectively and are preferably of thetype described in the copending application of Donald M. Lawrence, DavidGregg, and Myron L. Taylor, Serial No. 498,248, filed August I1, 1943,and owned by the assignee of the present application.

A suitable relief valve 36 is mounted intermediate the opposite ends ofthe spanwise extending pressure conduit l5 for relieving the pressurewithin the conduit t5 upon the same increasing beyond a predeterminedmaximum value.

There is connected at the relief valve 36 a second pressure line 31which extends longitudinally of the plane to a distributor valve 38positioned at the rear of the plane and of likeconstruction to thedistributor valves '3 l.

The distributor valve .38 is arranged for controlling through theconduits 39 and 40 the inflation and deflation of the inflatable units9, l0, and H, Exhaust pressure during deflation is conveyed outwardthrough conduit 4|.

A suction line 42 connects the said distributor valve 38 to the mainsuction line iii. A second suction line 43 extends from the distributorvalve 38 to a low pressure area of the plane. A suitable check valve 44permits the line 43 to open upon a decrease in the suction foroeexertedthrough the line 42 below a predetermiend minimum value so as to exertin such event an added suction force to the line 42. Provided at theopposite ends of the spanwise extending conduits l5 and I6 are manifoldunloading valves 45 which are arranged for releasing the pressure withinthe conduit l5 so as to eliminate at such times as the de-icer system isnot in use baok pressure from actingupon the pressure pumps 21, 22; 23,and 2-4. p

The manifold unloading valves 45 are identical in construction. andtherefore only one will be described. Referring now to Figures 3 hr h 8.the manifold unloading valve. 45 includesia casting] 50' open at oneside and having formed therein achamber 511. Formed in the casting 5,0andle'ading outer the chamber 5i are outlet conduits 52 and 53.

The open. side of the plate 54 has mounted therein an annular sleeve 55open at the opposite ends and projectin through the plate \54 into thechamber 5| so as to form a valve seat 55A at the inner end thereof. Theplate 54 is secured to the casting 50 by screws 56 and has provided asuitable sealing gasket 51 positioned between the plate 54 and thecasting 50.

A conduit 58 leading into the outer open end of the sleeve 55 andconnected to the main pressure conduit l5 as shown in Figures 5 and 6 issecured to the plate 54 and casting 50 by bolts 59 suitably fastened bynuts 59A. A suitable sealing gasket 60 is positioned between the conduit58 and the plate 54. The conduit 58 as shown in Figure 3 and 4 is of adouble end type for convenience in mounting in the pressure conduit I5.If an end is unused it may conveniently be closed by an end plug 58Ascrew threadedly engaged therein as shown in Figure 3.

A valve member 5! for controlling the opening at the inner end of thesleeve 55 is connected by a pin 62 to an end 63A of a bell crank lever63. The bell crank lever 63 is pivotally mounted at a point intermediatethe opposite ends by a pin 64 carried by an arm 65. The arm 65 ismounted on the plate 54 and projects into the chamber 5!.

The valve member 6-! carries a suitable sealing member (A of rubber-likematerial and is arranged to rock slightly on the pin 62 to assure theproper seating of the sealing member 6 IA on the valve seat portion 55Ain sealing relation thereto. An end 63B of the bell crank lever 63 isoperably engaged by an actuating pin 66.

Formed in the opposite side of the casting 56 from the chamber 5| is anannular recess 6'! positioned in opposite relation to a second annularrecess 53 formed in a casting 65!. The casting 69 is mounted on thecasting 50 by the fastening bolts 10 as shown in Figures 3 and 4.

Positioned between casting 50 and the casting 69- is a diaphragm .1!best shown in Figures 5 and 6 which extends across the oppositelydisposed annular recesses 61 and 68 and separates the same so as to formtherein chambers 12 and 13, respectively.

The actuating pin 66 extends through a suitable aperture formed in thecasting 55 into engaging relation with the diaphragm H.

Plates (4 and 15 are clamped at the opposite sides of the diaphragm Tiand. fastened to the actuating pin 68 by a nut 16 screw threadedlyengaged at one end of the actuating pin 66.

A helical expansion spring 11 is positioned at one end in a recess 18formed in the wall surface of the annular recess 68, while the oppositeend of the spring 11 bears upon the plate 15 so as to bias the actuatingpin 66 into engaging relation with the end 633 of the bell crank lever63.

The chamber 12 formed by the annular recess 61 and the diaphragm TI isopened to atmospheric pressure through a vent 19 formed in the casting55 and leading into the chamber 12. The oppositely disposed chamber 13formed by the annular recess 68 and the diaphragm 'II' is subjectedthrough a duct 80 formed in the castin G9, to a pressure mediumcontrolled by a control valve indicated generally by the numeral 8 I.

The control valve 8| includes a valve sleeve 82 fixedly positioned in achannel 33 formed in the casting 69. The valve sleeve 82 has formedtherein in spaced relation to each other annular recesses 84, 85, and86.

A valve channel 82A extends longitudinally casting 50 is closed impartby a plate 54. The through the valve sleeve 82 and suitable ports Theportion plate 81, 88, and 89 lead from the annular recesses 84,

85, 'and 88, respectively, into .the channel 82A.

The duct 89 previously noted leads into the annular recess 85 while aduct 99 formed in the casting 69 opens at one end into the annularrecess 84. The duct 99 opens at the opposite end into a'duct 99A formedin the casting 59. The duct 99A leads into a duct 993 which in turnleads toa port 990' formed in the sleeve 55. The port 990 opens into thesleeve 55 at the high pressure side of the valve member 6|. Further aport 9|, Figures 4, 5, 6, and 8, formed in the casting 99 conductsatmospheric pressure into the annular recess 86.,

. A valve stem 92 is slidably mounted within the valve channel 82A andhas provided valve members 93, 94,'and95 positioned in spaced relationto each other for controlling the flow of pressure medium to the port 88through the valve channel 82A from the ports 81, and 89.

A helical'expansion spring 99 is positioned at one end in a recess 9'!formed in the end wall of the channel 83, while the opposite end of thespring 96 bears upon one end of the valve stem 92 and biases the valvestem 92 toward the left as viewed in Figure 6.

The opposite end of the valve stem 92 has positioned thereon an armature98 which is slidably mounted within an electromagnet 99. Theelectromagnet 99 is surrounded by a casing I09 having provided at oneend the end plates ml, and |9|A and at the opposite end a plate |82,which plates are held in place by the casing I89.

The endplate I| is suitably apertured at I93 for receiving the valvestem 92 and has provided the portion I94 projecting outwardly from theend plate I9! and positioned at the end of the Valve channel 82A of thevalve sleeve 82. The

- portion I94 is arranged to engage the valve member 93 for limiting themovement of the valve stem 92 toward the left as viewed in Figure 6 inresponse to the biasing force of the spring 99. The end plate IIlI hasfurther provided a portion I95 which projects into the electromagnet 99.I95 has further formed therein a recess I06 for receiving a portion ofthe armature 98 so as to limit, as shown in Figure 5, movement of thearmature 98 in response to the electrometive force of the electromagnet99.

The casing I 99 is positioned in a recess I97 formed on the casting 69.A plate I98 closes the outer end of the recess I91 and a split ring I98Apositioned in an annular groove I 99 formed in the inner surface of therecess I9'I- holds the I93 in position so as to lock in turn theelectromagnet 99 within the recess I91.

A terminal 0 of the electromagnet 99 is grounded through the end plateMA to the frame of the aircraft, while an electrical conductor IIIsuitably insulated leads from the 0pposite terminal of the electromagnet99 through a channel II2 formed in the casting 69 to a connector I I3 ofconventional type.

As shown in Figure 1, the connector H3 is connected through anelectrical conductor in a cable II4 to a suitable control circuitwhereby upon the de-icing mechanism being placed in an operativecondition the circuit to the electromagnet 99 is energized from asuitable source of electrical energy, while under conditions where iceis not present or operation of the de-icing mechanism is not desired thecircuit to the electromagnet 99 is opened and the electromagnet 99de-energized.

It will be readily seen that upon energization ofthe electromagnet 99actuating the valve stem to open the port 88 to the flow of pressuremedium from the port 81 as shown in Figure 5.

However, upon the electromagnet being deenergized the valve stem 92 isbiased to the left by the spring 96 so as to cause the valvemember 94 tobe positioned between the port 81 and the port 88 so as to thereby closethe'port 88 to the flow of pressure medium from the port 8'! and openthe port 88 to the atmosphere through port 9| as shown in Figure 6.

Thus when it is desired to operate the de-icer system, the electromagnet99 may be energized causing the valve'stem 92 as viewed in Figure 6 tobe shifted to the right to the position shown in Figure 5 whereupon thevalve member 94 will be positioned so that pressure medium within theconduit 58 under the force of the pumps 2|, 22, 23, and 24 and having agreater pressure than the atmosphere will pass through the port 900,duct 99B, duct99A and duct 99 into annular recess 84, through port 8'!to the valve channel 82A, through port 88, annular recess 85, duct 80 tothe chamber .73 whereupon an increase in pressure above atmosphericpressure will be asserted upon the diaphragm II causing thepin 68 to beactuated so as to move the bell crank lever 63 in a clockwise directionand moving the valve member 6| so as to close the open end of the valvesleeve 55 against the pressure within the conduit 58 built up by thepressure pumps 2|, 22, 23, and 24. In this connection it should be notedthat the diaphragm II is of a considerably greater diameter than thevalve opening controlled by the member 6| so as to provide a greatersurface area to be affected by the pressure medium within the conduit58'. Thus the i tion and will be held in such position so long asthe'control valve 8| remains in the position indicatedin'Figure 5.

However, when conditions become such that operation of the de-ice'rsystem is no longer necessary -or desirable, the pressure load built upwithin the conduit by the pumps 2|, 22, 23, and 24 may be convenientlyreleased by opening the 'control circuit causing the de-energization ofthe electromagnet 99. Upon such de-energization of the electromagnet 99the spring 96 will bias the valve stem 92 toward the left as shown inFigure 6.

In the latter position of the valve stem 92, the valve member 94 willclose the port 88 to the fiow of pressure medium through the channel 82Afrom the port 8! and will open the port 88 to the atmosphere throughport 89. Thus the pressure within the chamber 13 having a greaterpressure than atmospheric pressure will be released through the duct 89to the annular recess 85 through port 88 to the valve channel 82A,through the valve channel 82A to the port 89, through the port 99,annular recess 86 and out port 9| to atmosphere. Thus the pressurewithin the chamber 13 will be reduced to atmospheric pressure whereuponthe greater pressure exerted within the conduit 58 acting upon the valvememl7 ber= 6| willrforce Ethe ulalve member LEI ttosopen the-end of thevalve sleeve s55 andFoauseirthe bell *crank lever 563 ,to loeactuated ina 'counter-zclockwise direction, forcing the actuating .pin: 66 and thediaphragm H :toward the, chamber 13- against the nowreduced :biasingforce actingonzthediazphragm 15,-as shown in Figured :Upon movement ofthe valve membentfl to an :zopen position ;the pressure :medium within:the "conduit 58 will pass through the sleeve 55 tozthe chamber 5| :andbetexhaustedthrough-conduits p52 and 5.3 -which:are connected tosuitable overboard or exhaust conduits.

Althoughonlyioneembodiment ofgthezinvention Zhas sheen illustrated andvrlescu'ibed, various :changes .in thedorm and relative. arrangement. ofthe-parts'ivhich will; nowr'appear to those skilled in the art,- may-.beimade without departing from the scope of ;the-invention. Referenceis,1therefore, to :be had to the -=appended claims "for 2a :definitionofthe limits ofthe invention;

Whatdsclaimed is: 1. ,In'a' de-icer 'system foranzaircraft,.'the;com-:bination, comprising, a ;plurality of inflatable "units mounted alongairfoil surfaces of said airgcrafdatconduitgfor conducting a pressure:mediumtto said iunits for inflating the units, said conduit having-anoutlet *to atmosphere, a valve :for controlling said'outlet,pressureiresponsive means operated bysaidzpressure medium insucha'mannor :as *to position :said valve, so as :to close :said :outletand :a second valve :means operable at willforgcontrollingthezpressurmmedium to said prestsureresponsiveimeans.

f2. In-afde-icer system-for an aircraft,;thercom- -bination,:comprising, a plurality of inflatable units :mounted alongair'foilsurfaces of said'aircraft, a conduit for conducting-a'pressure.:me-

dium'to said .unitsfiorinflating the units, said conduit ;having:annutlet to atmosphere,;-a valve for controlling said outlet, pressur:responsive i means operated by said-pressure medium inrsuch "a manneras Y'LO .positionisaid valve so as to .close said outlet, and controlmeans operable rat 'the will :of the operator'gfor diverting .saidpressure medium iromsaid pressure responsive means so as :to-cause saidvalve to 'opentsaid outlet for releasing the pressure medium-within said:conduit.

3. ,In a de-icersystemifor ;anzaircraft,f thecombination, comprising, aplurality ot-inflatable unitsrmounted along airfoil surfaces :of saidaircraft, a conduit for: conducting. a pressure medium tosaid unitsfor-infiating the units-said conduit having an outlet-to'atmosphere, avalve forcontrolling :said outlet and means-operated by said pressuremedium for positioning said-valveso 'as to close said-outlet and meansoperable atwi'll for controlling the pressure medium 'tosaidpressureresponsive :means.

4. In a de-icer system for an aircraft, the combination, comprising, aplurality of inflatable units mounted along :airfoil surfaces of :saidair- .8 dium'to l-said .unitsffor inflating the tunits; said conduithaving an outlet (to atmospherara valve for controlling -:said outlet,:operator-coperative meansadjustabletin a first sense "for directing:said "pressure medium 130 asito cause said :valve to close said outlet"and 'said'rmeans adjustableiin a second senseforrdirectingsaidpressuremedium so as to cause said valve to-open said outlet :"for releasing:the pressure medium within said soon- 1 duit tozthe atmosphere.

:5. In a! de-icersystem for an aircraft, 1the'eombination, comprising,.-a ':plurality of inflatable .units mounted along :air'ioil surfaces ofsaid aircraft, a conduit for conducting -aipressure me- 15 .dium :tosaid. inflatable units, means for controlling-the outlet: from saidconduit to:said units; a :pressure pump for :maintaining :the pressureof said medium withinzsaid conduit, 2. cont-rol valve :means;responsiveto discontinuance of operation of the unitszfor :opening the :conduit toatmosphere ifor releasing the pressure 'medium'iwithin said conduit so:as to thereby decrease the pressure ;of saidunedium actingupon saidpumpduringthe discontinuance :of operationoi said in'flatable .units.

6. In a cle-icer system for an aircraft, the-combination, comprising, aplurality of inflatable units arranged along the leading edge :of thewings of the aircraft,;a conduit extending span- -wise 'of;the saidwings ofrsaid aircraft, a pump for maintaininga fluid medium underpressure withcraft, -a-conduit for conductinga pressure mea in saidconduit, a plurality ofvalvemembers 'for controlling :the iiiow .of isaid 'fluid medium from csaidconduit' toesaid in'fiatableunits, controlvalves mounted :at opposite nds :of said spanwise extending.conduitgmeans ;responsive to discontinuance of operation of said:units-for operating'said control valves so'as toropensaid conduit 'toat- -mosp-her.e for releasing the fluid medium under pressure frorn'saidconduit uponthe discontinuancgdfoperation 'of said. inflatable units.

7. In a ;de-icer system of the class including .a plurality :ofinflatable. units,:a pressure supplyline for said outlet means-.therefona'pressure 5 pump for :maintaining .the pressure in said supply line,a'plurality of distributor mechanisms-for the units to connectsaid-supply line and sai-d'outlet means in'alternation with theunits,.there being a distributor mechanism individual to each unit andtiming :means commonto said distributor mechanisms for controlling the.operationof the distributor mechanisms of the units'in'alternation;the'improvementlcomprising said supply line'having an auxiliary. outlet,a-valve controlling said outlet, and means iresponsive to discontinuanceof operation-of said timing means 'for opening said valve to release thepressure'withinsaid supply .line so as to prevent a back-pressureifromacting :upon the pressure pump atasuch times'ias u .the'de-icer systemis not in operation.

SAMUEL K. LEHMAN. 'MYRON' L. TAYLOR.

